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MAN B&W S35ME-B9 198 51 65-1.2

This Project Guide is intended to provide the information necessary for the layout of a marinepropulsion plant.

The information is to be considered as preliminary . It is intended for the project stage only andsubject to modi cation in the interest of technical progress. The Project Guide provides the gen-eral technical data available at the date of issue.

It should be noted that all gures, values, measurements or information about performancestated in this project guide are for guidance only and should not be used for detailed designpurposes or as a substitute for speci c drawings and instructions prepared for such purposes.

Data updatesData not nally calculated at the time of issue is marked Available on request. Such data maybe made available at a later date, however, for a speci c project the data can be requested.Pages and table entries marked Not applicable represent an option, function or selection whichis not valid.

The latest, most current version of the individual Project Guide sections are available on the In-ternet at: www.mandiesel.com under Marine Low Speed.

Extent of DeliveryThe nal and binding design and outlines are to be supplied by our licensee, the engine maker,see Chapter 20 of this Project Guide.

In order to facilitate negotiations between the yard, the engine maker and the customer, a set ofExtent of Delivery forms is available in which the basic and the optional executions are speci ed.

Electronic versionsThis Project Guide book and the Extent of Delivery forms are available on a DVD and can alsobe found on the Internet at: www.mandiesel.com under Marine Low Speed, where they canbe downloaded.

3rd Edition

February 2009

MAN B&W S35ME-B9

Project Guide

Electronically ControlledTwo stroke Engines

with Camshaft Controlled Exhaust Valves

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MAN B&W S35ME-B9 198 51 65-1.2

MAN DieselTeglholmsgade 41DK 2450 Copenhagen SVDenmarkTelephone +45 33 85 11 00Telefax +45 33 85 10 [email protected]

Copyright 2009 MAN Diesel, branch of MAN Diesel SE, Germany, registered with the Danish Commerce andCompanies Agency under CVR Nr.: 31611792, (herein referred to as MAN Diesel).

This document is the product and property of MAN Diesel and is protected by applicable copyright laws.Subject to modi cation in the interest of technical progress. Reproduction permitted provided source is given.7020-0025-02ppr Feb 2009

MAN Diesel a member of the MAN Group

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MAN Diesel

Engine Design........................................................................ 01

Engine Layout and Load Diagrams, SFOC .............................. 02Turbocharger Choice & Exhaust Gas By-pass ........................ 03

Electricity Production ............................................................ 04

Installation Aspects ................................................................ 05

List o Capacities: Pumps, Coolers & Exhaust Gas ................. 06

Fuel ...................................................................................... 07Lubricating Oil ...................................................................... 08

Cylinder Lubrication .............................................................. 09

Piston Rod Stu fng Box Drain Oil .......................................... 10

Central Cooling Water System ............................................... 11

Seawater Cooling .................................................................. 12Starting and Control Air ......................................................... 13

Scavenge Air ......................................................................... 14

Exhaust Gas .......................................................................... 15

Engine Control System .......................................................... 16

Vibration Aspects .................................................................. 17

Monitoring Systems and Instrumentation .............................. 18

Dispatch Pattern, Testing, Spares and Tools ........................... 19

Project Support and Documentation ...................................... 20

Appendix .............................................................................. A

Contents

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01 Engine DesignThe ME-B Engine 1.01 1985167-5.0Engine type designation 1.02 1983824-3.5Power, speed, SFOC 1.03 1985168-7.1Engine power range and fuel oil consumption 1.04 1984634-3.3Comparison of SFOC for fuel economy mode and NOx emission mode 1.04 1985170-9.0Performance curves, fuel economy mode / low NOx emission mode 1.05 1985331-6.0ME-B Engine description 1.06 1985174-6.1Engine cross section 1.07 1985175-8.0

02 Engine Layout and Load Diagrams, SFOCEngine layout and load diagrams 2.01 1983833-8.4Propeller diameter and pitch, in uence on optimum propeller speed 2.02 1983878-2.5Layout diagram, sizes 2.03 1985309-1.0Engine layout diagram and load diagrams 2.04 1985275-3.3Diagram for actual project 2.05 1984159-8.2Speci c fuel oil consumption, ME versus MC engines 2.06 1985310-1.0SFOC for high ef ciency/conventional turbochargers 2.07 1985311-3.0SFOC, reference conditions and guarantee 2.08 1986815-2.0Examples of graphic calculation of SFOC 2.08 1985283-6.1SFOC calculations 2.09 1985332-8.0SFOC calculations, example 2.10 1985891-1.0Example of matching point 2.10 1985230-9.0Fuel consumption at an arbitrary load 2.11 1983843-4.4Emission control 2.12 1983844-6.5

03 Turbocharger Choice & Exhaust Gas By-passTurbocharger choice 3.01 1985191-3.0Exhaust gas by-pass 3.02 1984593-4.4NOx Reduction by SCR 3.03 1985894-7.1

04 Electricity ProductionElectricity production 4.01 1985739-2.0Designation of PTO 4.01 1985193-7.3PTO/RCF 4.01 1985195-0.2Space requirement for side mounted PTO/RCF 4.02 1985198-6.0Engine preparations 4.03 1985742-6.0PTO/BW GCR 4.04 1984316-8.5Waste Heat Recovery Systems (WHR) 4.05 1986647-4.0L16/24 Genset data 4.06 1984205-4.4L21/31Genset data 4.07 1984206-6.4L23/30H Genset data 4.08 1984207-8.4L27/38 Genset data 4.09 1984209-1.4L28/32H Genset data 4.10 1984210-1.4

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05 Installation AspectsSpace requirements and overhaul heights 5.01 1984375-4.5Space requirement 5.02 1984759-0.1Crane beam for overhaul of turbochargers 5.03 1985313-7.0Crane beam for turbochargers 5.03 1984853-5.1Engine room crane 5.04 1985334-1.1Overhaul with Double Jib Crane 5.04 1984534-8.2Double jib crane 5.04 1984541-9.1Engine outline, galleries and pipe connections 5.05 1984715-8.3Engine and gallery outline 5.06 1985335-3.0Centre of gravity 5.07 1985336-5.0Water and oil in engine 5.08 1985301-7.0Engine pipe connections 5.09 1985337-7.0Counter anges 5.10 1985338-9.0Engine seating and holding down bolts 5.11 1984176-5.6Epoxy Chocks Arrangement 5.12 1984796-0.0Epoxy Chocks Arrangement 5.12 1985840-8.0Engine seating pro le 5.12 1984844-0.0Engine top bracing 5.13 1984672-5.7Mechanical top bracing 5.14 1984764-8.2Hydraulic top bracing arrangement 5.15 1984792-2.0Components for Engine Control System 5.16 1984697-7.4Earthing device 5.17 1984929-2.3MAN Diesel Controllable Pitch Propeller (CPP) 5.18 1984695-3.4

6 List of Capacities: Pumps, Coolers & Exhaust GasCalculation of capacities 6.01 1985041-6.0List of capacities and cooling water systems 6.02 1985042-8.3List of capacities, S35ME-B 6.03 1985039-4.0Auxiliary system capacities for derated engines 6.04 1985898-4.0

7 FuelFuel oil system 7.01 1984228-2.6Fuel oils 7.02 1983880-4.5Fuel oil pipes and drain pipes 7.03 1985052-4.1Fuel oil pipe insulation 7.04 1984051-8.3Components for fuel oil system 7.05 1983951-2.3Water in fuel emulsi cation 7.06 1983882-8.3

8 Lubricating OilLubricating and cooling oil system 8.01 1985317-4.1Hydraulic power supply unit 8.02 1985318-6.0Lubricating oil pipes for turbochargers 8.03 1984232-8.3Lubricating oil centrifuges and list of lubricating oils 8.04 1983886-5.6Components for lube oil system 8.05 1985910-4.0Lubricating oil tank 8.06 1985180-5.0Crankcase venting and bedplate drain pipes 8.07 1984261-5.3Hydraulic oil back- ushing 8.08 1984829-7.2Separate system for hydraulic control unit 8.09 1985315-0.0Hydraulic control oil system for S50/40/35ME-B 8.09 1985312-5.1

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9 Cylinder LubricationCylinder lubricating oil system 9.01 1984822-4.5MAN B&W Alpha cylinder lubrication system 9.02 1983889-0.7

10 Piston Rod Stuf ng Box Drain OilStuf ng box drain oil system 10.01 1983974-0.4

11 Central Cooling Water SystemCentral cooling water system 11.01-02 1984696-5.3Components for central cooling water system 11.03 1983987-2.3

12 Seawater CoolingSeawater Systems 12.01 1983892-4.4Seawater cooling system 12.02 1983893-6.4Seawater cooling pipes 12.03 1983978-8.4Components for seawater cooling system 12.04 1983981-1.3Jacket cooling water system 12.05 1983894-8.5Jacket cooling water pipes 12.06 1986788-7.0Components for jacket cooling water system 12.07 1984056-7.3Deaerating tank 12.07 1984065-1.2Temperature at start of engine 12.08 1983986-0.2

13 Starting and Control AirStarting and control air system 13.01 1985329-4.0Components for starting air system 13.02 1986059-1.0

Starting and control air pipes 13.03 1985330-4.2

14 Scavenge AirScavenge air system 14.01 1986148-9.0Auxiliary blowers 14.02 1986586-2.1Operational panel for auxiliary blowers 14.02 1986587-4.0Scavenge air pipes 14.03 1984016-1.2Electric motor for auxiliary blower 14.04 1986222-0.0Scavenge air cooler cleaning system 14.05 1985182-9.1Scavenge air box drain system 14.06 1984032-7.2Fire extinguishing system for scavenge air space 14.07 1986202-8.0

15 Exhaust GasExhaust gas system 15.01 1986400-5.0Exhaust gas pipes 15.02 1984069-9.3Cleaning systems, MAN Diesel 15.02 1984071-0.4Cleaning systems, ABB and Mitsubishi 15.02 1984073-4.5Exhaust gas system for main engine 15.03 1984074-6.3Components of the exhaust gas system 15.04 1984075-8.6Exhaust gas silencer 15.04 1986398-1.0Calculation of exhaust gas back-pressure 15.05 1984094-9.3Forces and moments at turbocharger 15.06 1986414-9.0Diameter of exhaust gas pipe 15.07 1986509-7.0

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16 Engine Control SystemEngine Control System ME-B 16.01 1985184-2.0

17 Vibration AspectsVibration aspects 17.01 1984140-5.22nd order moments on 5 or 6 cylinder engines 17.02 1984220-8.5Electric driven moment compensator 17.03 1984222-1.3Power related unbalance (PRU) 17.04 1985876-8.0Guide force moments 17.05 1984223-3.3Guide force moments, data 17.05 1984517-0.5Axial vibrations 17.06 1984225-7.4Critical running 17.06 1984226-9.2

External forces and moments in layout points, S35ME-B 17.07 1985238-3.0

18 Monitoring Systems and InstrumentationMonitoring systems and instrumentation 18.01 1984580-2.3PMI system, type PT/S off-line 18.02 1984581-4.4CoCoS systems 18.03 1984582-6.6Alarm - Slow Down and Shut Down System 18.04 1984583-8.4Local instruments 18.05 1984586-3.4Other alarm functions 18.06 1984587-5.5Control devices 18.06 1986728-9.1Identi cation of Instruments 18.07 1984585-1.5

19 Dispatch Pattern, Testing, Spares and ToolsDispatch pattern, testing, spares and tools 19.01 1984227-0.3Speci cation for painting of main engine 19.02 1984516-9.2Dispatch pattern 19.03 1985327-0.1Dispatch pattern, list of masses and dimensions 19.04 1984763-6.0Shop test 19.05 1984612-7.4List of spare parts, unrestricted service 19.06 1985324-5.6Additional spares 19.07 1985323-3.0Wearing parts 19.08 1984637-9.3Large spare parts, dimensions and masses 19.09 1985186-6.0List of standard tools for maintenance 19.10 1985189-1.0Tool panels 19.11 1985190-1.0

20 Project Support and DocumentationEngine Selection Guide and Project Guide 20.01 1984588-7.3Computerised engine application system 20.02 1984590-9.2Extent of Delivery 20.03 1984591-0.2Installation documentation 20.04 1984592-2.2

A AppendixSymbols for piping A 1983866-2.3

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2nd order moments on 5 or 6 cylinder engines 17.02 1984220-8.5

AAdditional spares 19.07 1985323-3.0Alarm - Slow Down and Shut Down System 18.04 1984583-8.4Auxiliary blowers 14.02 1986586-2.1Auxiliary system capacities for derated engines 6.04 1985898-4.0Axial vibrations 17.06 1984225-7.4

CCalculation of capacities 6.01 1985041-6.0Calculation of exhaust gas back-pressure 15.05 1984094-9.3Central cooling water system 11.01-02 1984696-5.3

Centre of gravity 5.07 1985336-5.0Cleaning systems, ABB and Mitsubishi 15.02 1984073-4.5Cleaning systems, MAN Diesel 15.02 1984071-0.4CoCoS systems 18.03 1984582-6.6Comparison of SFOC for fuel economy mode and NOx emission mode 1.04 1985170-9.0Components for central cooling water system 11.03 1983987-2.3Components for Engine Control System 5.16 1984697-7.4Components for fuel oil system 7.05 1983951-2.3Components for jacket cooling water system 12.07 1984056-7.3Components for lube oil system 8.05 1985910-4.0Components for seawater cooling system 12.04 1983981-1.3Components for starting air system 13.02 1986059-1.0

Components of the exhaust gas system 15.04 1984075-8.6Computerised engine application system 20.02 1984590-9.2Control devices 18.06 1986728-9.1Counter anges 5.10 1985338-9.0Crane beam for overhaul of turbochargers 5.03 1985313-7.0Crane beam for turbochargers 5.03 1984853-5.1Crankcase venting and bedplate drain pipes 8.07 1984261-5.3Critical running 17.06 1984226-9.2Cylinder lubricating oil system 9.01 1984822-4.5

DDeaerating tank 12.07 1984065-1.2Designation of PTO 4.01 1985193-7.3Diagram for actual project 2.05 1984159-8.2Diameter of exhaust gas pipe 15.07 1986509-7.0Dispatch pattern 19.03 1985327-0.1Dispatch pattern, list of masses and dimensions 19.04 1984763-6.0Dispatch pattern, testing, spares and tools 19.01 1984227-0.3Double jib crane 5.04 1984541-9.1

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EEarthing device 5.17 1984929-2.3Electric driven moment compensator 17.03 1984222-1.3Electric motor for auxiliary blower 14.04 1986222-0.0Electricity production 4.01 1985739-2.0Emission control 2.12 1983844-6.5Engine and gallery outline 5.06 1985335-3.0Engine Control System ME-B 16.01 1985184-2.0Engine cross section 1.07 1985175-8.0Engine layout and load diagrams 2.01 1983833-8.4Engine layout diagram and load diagrams 2.04 1985275-3.3Engine outline, galleries and pipe connections 5.05 1984715-8.3Engine pipe connections 5.09 1985337-7.0Engine power range and fuel oil consumption 1.04 1984634-3.3Engine preparations 4.03 1985742-6.0Engine room crane 5.04 1985334-1.1Engine seating and holding down bolts 5.11 1984176-5.6Engine seating pro le 5.12 1984844-0.0Engine Selection Guide and Project Guide 20.01 1984588-7.3Engine top bracing 5.13 1984672-5.7Engine type designation 1.02 1983824-3.5Epoxy Chocks Arrangement 5.12 1984796-0.0Epoxy Chocks Arrangement 5.12 1985840-8.0Example of matching point 2.10 1985230-9.0Examples of graphic calculation of SFOC 2.08 1985283-6.1

Exhaust gas by-pass 3.02 1984593-4.4Exhaust gas pipes 15.02 1984069-9.3Exhaust gas silencer 15.04 1986398-1.0Exhaust gas system 15.01 1986400-5.0Exhaust gas system for main engine 15.03 1984074-6.3Extent of Delivery 20.03 1984591-0.2External forces and moments in layout points, S35ME-B 17.07 1985238-3.0

FFire extinguishing system for scavenge air space 14.07 1986202-8.0Forces and moments at turbocharger 15.06 1986414-9.0Fuel consumption at an arbitrary load 2.11 1983843-4.4Fuel oil pipe insulation 7.04 1984051-8.3Fuel oil pipes and drain pipes 7.03 1985052-4.1Fuel oil system 7.01 1984228-2.6Fuel oils 7.02 1983880-4.5

GGuide force moments 17.05 1984223-3.3Guide force moments, data 17.05 1984517-0.5

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HHydraulic control oil system for S50/40/35ME-B 8.09 1985312-5.1Hydraulic oil back- ushing 8.08 1984829-7.2Hydraulic power supply unit 8.02 1985318-6.0Hydraulic top bracing arrangement 5.15 1984792-2.0

IIdenti cation of Instruments 18.07 1984585-1.5Installation documentation 20.04 1984592-2.2

JJacket cooling water pipes 12.06 1986788-7.0Jacket cooling water system 12.05 1983894-8.5

LL16/24 Genset data 4.06 1984205-4.4L21/31Genset data 4.07 1984206-6.4L23/30H Genset data 4.08 1984207-8.4L27/38 Genset data 4.09 1984209-1.4L28/32H Genset data 4.10 1984210-1.4Large spare parts, dimensions and masses 19.09 1985186-6.0Layout diagram, sizes 2.03 1985309-1.0List of capacities and cooling water systems 6.02 1985042-8.3List of capacities, S35ME-B 6.03 1985039-4.0List of spare parts, unrestricted service 19.06 1985324-5.6

List of standard tools for maintenance 19.10 1985189-1.0Local instruments 18.05 1984586-3.4Lubricating and cooling oil system 8.01 1985317-4.1Lubricating oil centrifuges and list of lubricating oils 8.04 1983886-5.6Lubricating oil pipes for turbochargers 8.03 1984232-8.3Lubricating oil tank 8.06 1985180-5.0

MMAN B&W Alpha cylinder lubrication system 9.02 1983889-0.7MAN Diesel Controllable Pitch Propeller (CPP) 5.18 1984695-3.4ME-B Engine description 1.06 1985174-6.1Mechanical top bracing 5.14 1984764-8.2Monitoring systems and instrumentation 18.01 1984580-2.3

NNOx Reduction by SCR 3.03 1985894-7.1

OOperational panel for auxiliary blowers 14.02 1986587-4.0Other alarm functions 18.06 1984587-5.5Overhaul with Double Jib Crane 5.04 1984534-8.2

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PPerformance curves, fuel economy mode / low NOx emission mode 1.05 1985331-6.0PMI system, type PT/S off-line 18.02 1984581-4.4Power related unbalance (PRU) 17.04 1985876-8.0Power, speed, SFOC 1.03 1985168-7.1Propeller diameter and pitch, in uence on optimum propeller speed 2.02 1983878-2.5PTO/BW GCR 4.04 1984316-8.5PTO/RCF 4.01 1985195-0.2

SScavenge air box drain system 14.06 1984032-7.2Scavenge air cooler cleaning system 14.05 1985182-9.1Scavenge air pipes 14.03 1984016-1.2Scavenge air system 14.01 1986148-9.0Seawater cooling pipes 12.03 1983978-8.4Seawater cooling system 12.02 1983893-6.4Seawater Systems 12.01 1983892-4.4Separate system for hydraulic control unit 8.09 1985315-0.0SFOC calculations 2.09 1985332-8.0SFOC calculations, example 2.10 1985891-1.0SFOC for high ef ciency/conventional turbochargers 2.07 1985311-3.0SFOC, reference conditions and guarantee 2.08 1986815-2.0Shop test 19.05 1984612-7.4Space requirement 5.02 1984759-0.1Space requirement for side mounted PTO/RCF 4.02 1985198-6.0

Space requirements and overhaul heights 5.01 1984375-4.5Speci c fuel oil consumption, ME versus MC engines 2.06 1985310-1.0Speci cation for painting of main engine 19.02 1984516-9.2Starting and control air pipes 13.03 1985330-4.2Starting and control air system 13.01 1985329-4.0Stuf ng box drain oil system 10.01 1983974-0.4Symbols for piping A 1983866-2.3

TTemperature at start of engine 12.08 1983986-0.2The ME-B Engine 1.01 1985167-5.0Tool panels 19.11 1985190-1.0Turbocharger choice 3.01 1985191-3.0

VVibration aspects 17.01 1984140-5.2

WWaste Heat Recovery Systems (WHR) 4.05 1986647-4.0Water and oil in engine 5.08 1985301-7.0Water in fuel emulsi cation 7.06 1983882-8.3Wearing parts 19.08 1984637-9.3

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Engine Design

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MAN B&W 1.01Page of 2

MAN DieselMAN B&W ME-B engines 198 51 67-5.0

The ME-B Engine

The ever valid requirement of ship operators isto obtain the lowest total operational costs, andespecially the lowest possible speci c fuel oilconsumption at any load, and under the prevailingoperating conditions.

However, low speed two stroke main engines ofthe MC type, with a chain driven camshaft, havelimited exibility with regard to fuel injection tomatch the prevailing operating conditions.

A system with electronically controlled hydraulic

activation provides the required exibility, thissystem form the core of the ME-B Engine ControlSystem, described later in detail in Chapter 6.

Concept of the ME-B engine

The ME-B engine concept consists of a hydraulicmechanical system for activation of the fuel injec-tion. The actuator is electronically controlled bya number of control units forming the completeEngine Control System.

MAN Diesel has speci cally developed both thehardware and the software in house, in order toobtain an integrated solution for the Engine Con-trol System.

The fuel pressure booster consists of a simpleplunger powered by a hydraulic piston activatedby oil pressure. The oil pressure is controlled byan electronically controlled proportional valve.

The exhaust valve is activated by a light camshaft(smaller shaft diameter and smaller size exhaustcam), driven by a chain drive placed in the aft endof the engine. The size of the chain is reducedcompared to the MC type.

To have common spare par ts, the exhaust valveused for the ME-B is the same as the one used forthe MC. The exhaust valve is of the DuraSpindletype with a W-seat bottom piece.

In the hydraulic system, the normal lube oil isused as the medium. It is ltered and pressurisedby a Hydraulic Power Supply unit mounted on theengine (4 40 60).

The starting valves are opened pneumatically bythe mechanically activated starting air distributor.

By electronic control of the above valve accordingto the measured instantaneous crankshaft posi-tion, the Engine Control System fully controls thecombustion process.

System exibility is obtained by means of differentEngine running modes, which are selected eitherautomatically, depending on the operating condi-tions, or manually by the operator to meet speci c

goals, such as Fuel economomy mode to com-ply with IMO NO x emission limitation or Low NO x emission mode.

The market is always moving, and requirementsfor more competitive engines, i.e. the lowest pos-sible propeller speed, lower fuel consumption,lower lube oil consumption and more exibilityregarding emission and easy adjustment of theengine parameters, call for a re-evaluation of thedesign parameters, engine control and layout.

ME-B AdvantagesThe advantages of the ME-B range of engines arequite comprehensive, as seen below:

Compared to the corresponding MC enginesthe ME-B engines: Have more power, about 5% Reduced engine lenght, about 0.4 m Reduced weight, about 0% Reduced SFOC, 2 g/kWh by using a higher

ring pressure

Lower SFOC and better performance parame-ters thanks to variable electronically controlledtiming of the fuel injection

Appropriate fuel injection pressure and rateshaping at any load

Improved emission characteristics, with lowerNO x and smokeless operation

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MAN B&W 1.01Page 2 of 2


Easy change of operating mode during opera-tion

Simplicity of mechanical system with wellproven simple fuel injection technology familiarto any crew

Control system with more precise timing, givingbetter engine balance with equalized thermalload in and between cylinders

System comprising performance, adequatemonitoring and diagnostics of engine for longertime between overhauls

Lower rpm possible for manoeuvring

Integrated Alpha Cylinder Lubricators

Up gradable to software development over thelifetime of the engine.

It is a natural consequence of the above thatmany more features and operating modes are fea-sible with our fully integrated control system and,as such, will be retro ttable and eventually offered

to owners of ME-B engines.

Differences between MC and ME-B engines

The electro hydraulic control mechanisms of theME-B engine replace the following components ofthe conventional MC engine:

Fuel pump actuating gear, including rollerguides and reversing mechanism

Conventional fuel pressure booster and VIT system

Electronic governor with actuator

Regulating shaft

Mechanical cylinder lubricators.

The new Engine Control System of the ME-B en-gine comprises:

Control units

Hydraulic power supply unit

Hydraulic cylinder units, including electronicallycontrolled fuel injection

Integrated electronic governor functions

Tacho system

Electronically controlled Alpha lubricators

Electronic speed setting device on the EngineSide Console

MAN B&W PMI system, type PT/S off line, cylin-der pressure monitoring system

The system can be further extended by optionalsystems, such as:

Condition Monitoring System, CoCoS EDS

on line.The main features of the ME-B engine are de-scribed on the following pages.

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Page of

Engine Type Designation

6 S 70 M E B/C/GI7

Concept E Electronically controlled

S Super long stroke

K Short stroke

L Long stroke

Design C Compact engine

GI Gas Injection

B Exhaust valve controlledby camshaft

Engine programme

Diameter of piston in cm

Stroke/bore ratio

Number of cylinders

Mark version

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MAN DieselMAN B&W S35ME-B9 198 51 68-7.1

Layout pointsEngine speed

r/minMean effective

pressure bar

Power kW

Number of cylinders

5 6 7 8

L 67 2 .0 4,350 5,220 6,090 6,960

L2 67 6.8 3,475 4, 70 4,865 5,560

L3 42 2 .0 3,700 4,440 5, 80 5,920

L4 42 6.8 2,975 3,570 4, 65 4,760

Power, Speed, Fuel and Lubricating Oil Consumption

MAN B&W S35ME B9Bore: 350 mmStroke: 1,550 mm

Power and speed

Fuel and lubricating oil consumption

178 50 06 4.0

At loadLayout point

Speci c fuel oil consumptiong/kWh

Lubricating oil consumption

With high ef ciencyturbocharger

System oil Approximate

g/kWh

Cylinder oilg/kWh

100% 70%MAN B&W Alpha

cyl. lubricator

L 76

0. 5 0.7L2 7L3 76

L4 7

Fig. 1.03.01 Power, speed, fuel and lubricating oil consumption

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MAN DieselMAN B&W ME/ME-B/ME C engines 198 46 34 3.3

Engine Power Range and Fuel Oil Consumption

Engine Power

Speci c fuel oil consumption (SFOC)

Speci c fuel oil consumption values refer to brakepower, and the following reference conditions:

ISO 3046/ 2002:Blower inlet temperature ................................. 25CBlower inlet pressure ............................. 000 mbarCharge air coolant temperature ..................... 25 CFuel oil lower calori c value ............... 42,700 kJ/kg

(~ 0,200 kcal/kg)

Although the engine will develop the power speci-ed up to tropical ambient conditions, speci c

fuel oil consumption varies with ambient condi-tions and fuel oil lower calori c value. For calcula-tion of these changes, see Chapter 2.

SFOC guaranteeThe gures given in this project guide representthe values obtained when the engine and turbo-charger are matched with a view to obtaining the

lowest possible SFOC values and in compliancewith the IMO NO x emission limitations, i.e. theso called fuel economy mode.

The Speci c Fuel Oil Consumption (SFOC) isguaranteed for one engine load (power speedcombination), this being the speci ed MCR rating.

The guarantee is given with a margin of 5%.If the NO x emission mode is applied the SFOC issomewhat higher than for fuel economy mode,as mentioned in section 6.0 . An estimation ofthe SFOC is stated in the following table.

Please note that the SFOC gures for NO x emis-sion mode are not subject to any guarantee.

Lubricating oil dataThe cylinder oil consumption gures stated in thetables are valid under normal conditions.

During running in periods and under special con-ditions, feed rates of up to .5 times the stated

values should be used.

The following tables contain data regarding thepower, speed and speci c fuel oil consumption ofthe engine.

Engine power is speci ed in kW for each cylindernumber and layout points L , L 2, L3 and L 4:

Discrepancies between kW and metric horsepow-er ( BHP = 75 kpm/s = 0.7355 kW) are a conse-quence of the rounding off of the BHP values.

L designates nominal maximum continuous rating(nominal MCR), at 00% engine power and 00%engine speed.

L2, L3 and L 4 designate layout points at the otherthree corners of the layout area, chosen for easyreference.

Fig. 1.04.01: Layout diagram for engine power and speed

Overload corresponds to 0% of the power atMCR, and may be permitted for a limited period ofone hour every 2 hours.

The engine power gures given in the tables re-main valid up to tropical conditions at sea level asstated in IACS M28 ( 978), i.e.:

Blower inlet temperature ................................ 45 CBlower inlet pressure ............................. 000 mbarSeawater temperature .................................... 32 CRelative humidity ..............................................60%

178 51 48 9.0

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* Guiding gures not subject to SFOC guarantee

ME enginesFuel economy mode NO x emission mode*

High ef ciency Conventional High ef ciency ConventionalLoad g/kWh Load g/kWh Load g/kWh Load g/kWh

100% 70% 100% 70% 100% 70% 100% 70%S35ME B 0 0 0 0 S35ME B 0-0 0-0 0-0 0-0

Comparison of SFOC for Fuel Economy Mode and NO x Emission Mode

Fig. 1.04.01: Comparison of SFOC

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This section is available on request

Performance curves, fuel economy mode / low NOx emission mode

198 53 31-6.0

1.05

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ME-B Engine Description

Please note that engines built by our licenseesare in accordance with MAN Diesel drawings andstandards but, in certain cases, some local stand-ards may be applied; however, all spare parts areinterchangeable with MAN Dieseldesigned parts.

Some components may differ from MAN Dieselsdesign because of local production facilities orthe application of local standard components.

In the following, reference is made to the itemnumbers speci ed in the Extent of Delivery (EoD)

forms, both for the Basic delivery extent and forsome Options.

Bedplate and Main Bearing

The bedplate is made with the thrust bearing inthe aft end of the engine. The bedplate is of thewelded design. For the new engines, the normallycast part for the main bearing girders is madefrom rolled steel plates. This secures homogene-ity of the material used for the main bearing areawith no risk of casting imperfections occurring

during the nal machining.For tting to the engine seating in the ship, long,elastic holding down bolts, and hydraulic tighten-ing tools are used.

The bedplate is made without taper for enginesmounted on epoxy chocks.

The oil pan, which is made of steel plate and iswelded to the bedplate, collects the return oil fromthe forced lubricating and cooling oil system. Theoil outlets from the oil pan are normally verticaland are provided with gratings.

Horizontal outlets at both ends can be arrangedfor some cylinder numbers, however this must becon rmed by the engine builder.

The main bearings consist of thin walled steelshells lined with bearing metal. The main bearingbottom shell can be rotated out and in by meansof special tools in combination with hydraulictools for lifting the crankshaft. The shells are keptin position by a bearing cap.

Frame Box

The frame box is of welded design. On the ex-haust side, it is provided with relief valves for eachcylinder while, on the manoeuvring side, it is pro-vided with a large hinged door for each cylinder.

The framebox is of the well-proven triangularguide plane design with twin staybolts givingexcellent support for the guide shoe forces. Thisframebox is now standard on all our updated en-gine types.

Cylinder Frame and Stuf ng Box

For the cylinder frame, two possibilities are avail-able.

Nodular cast iron

Welded design with integrated scavenge air re-ceiver.

The cylinder frame is provided with access coversfor cleaning the scavenge air space, if required,and for inspection of scavenge ports and piston

rings from the manoeuvring side. Together withthe cylinder liner it forms the scavenge air space.

The cylinder frame is tted with pipes for the pis-ton cooling oil inlet. The scavenge air receiver, tur-bocharger, air cooler box and gallery brackets arelocated on the cylinder frame. At the bottom of thecylinder frame there is a piston rod stuf ng box,provided with sealing rings for scavenge air, andwith oil scraper rings which prevent crankcase oilfrom coming up into the scavenge air space.

Drains from the scavenge air space and the pistonrod stuf ng box are located at the bottom of thecylinder frame.

Cylinder Liner

The cylinder liner is made of alloyed cast ironand is suspended in the cylinder frame with alow situated ange. The top of the cylinder lineris tted with a cooling jacket. The cylinder linerhas scavenge ports and drilled holes for cylinderlubrication.

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The PC ring is installed between the liner and thecylinder cover.

Cylinder Cover

The cylinder cover is of forged steel, made in onepiece, and has bores for cooling water. It has acentral bore for the exhaust valve, and bores forthe fuel valves, a starting valve and an indicatorvalve.

The cylinder cover is attached to the cylinderframe with studs and nuts tightened with hydrau-lic jacks.

Crankshaft

The crankshaft is of the semi-built design, in onepiece, and made from forged steel.

At the aft end, the crankshaft is provided with thecollar for the thrust bearing, and the ange for theturning wheel and for the coupling bolts to an in-termediate shaft.

At the front end, the crankshaft is tted with the

collar for the axial vibration damper and a angefor the tting of a tuning wheel. The ange canalso be used for a Power Take Off, if so desired.

Coupling bolts and nuts for joining the crankshafttogether with the intermediate shaft are not nor-mally supplied.

Thrust Bearing

The propeller thrust is transferred through thethrust collar, the segments, and the bedplate, tothe end chocks and engine seating, and thus tothe ships hull.

The thrust bearing is located in the aft end of theengine. The thrust bearing is of the B&W Michelltype, and consists primarily of a thrust collar onthe crankshaft, a bearing support, and segmentsof steel lined with white metal. The thrust shaft isan integrated part of the crankshaft and it is lubri-cated by the engines lubricating oil system.

As the propeller thrust is increasing due to thehigher engine power, a exible thrust cam hasbeen introduced to obtain a more even force dis-tribution on the pads.

Turning Gear and Turning Wheel

The turning wheel is tted to the thrust shaft, andit is driven by a pinion on the terminal shaft of theturning gear, which is mounted on the bedplate.The turning gear is driven by an electric motor.

A blocking device prevents the main engine fromstarting when the turning gear is engaged. Engage-

ment and disengagement of the turning gear iseffected manually by an axial movement of thepinion.

The control device for the turning gear, consistingof starter and manual control box, can be orderedas an option.

Axial Vibration Damper

The engine is tted with an axial vibration damper,mounted on the fore end of the crankshaft. The

damper consists of a piston and a split typehousing located forward of the foremost mainbearing. The piston is made as an integrated col-lar on the main journal, and the housing is xed tothe main bearing support.

Tuning Wheel / Torsional Vibration Damper

A tuning wheel or torsional vibration damper mayhave to be ordered separately, depending on the

nal torsional vibration calculations.

Connecting RodThe connecting rod is made of forged or caststeel and provided with bearing caps for thecrosshead and crankpin bearings.

The crosshead and crankpin bearing caps are se-cured to the connecting rod with studs and nutstightened by means of hydraulic jacks.

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The crosshead bearing consists of a set ofthin walled steel shells, lined with bearing metal.The crosshead bearing cap is in one piece, withan angular cut out for the piston rod.

The crankpin bearing is provided with thin walledsteel shells, lined with bearing metal. Lube oil issupplied through ducts in the crosshead and con-necting rod.

Piston

The piston consists of a piston crown and pistonskirt. The piston crown is made of heat resistant

steel and has four ring grooves which arehard chrome plated on both the upper and lowersurfaces of the grooves.

The piston is bore-cooled and with a high topland.

The piston ring pack is No. piston ring, highCPR, Nos. to 4, piston rings with angle cut. Allrings are with Alu-coat on the running surface forsafe running-in of the piston ring. Hard coating onthe running surface for piston rings No. can be

supplied as an option.The uppermost piston ring is higher than the oth-ers. The piston skirt is of cast iron with a bronzeband.

Piston Rod

The piston rod is of forged steel and is surfacehardened on the running surface for the stuf ngbox. The piston rod is connected to the cross-head with four screws. The piston rod has a cen-tral bore which, in conjunction with a cooling oilpipe, forms the inlet and outlet for cooling oil.

Crosshead

The crosshead is of forged steel and is providedwith cast steel guide shoes with white metal onthe running surface.

The guide shoe is of the new low friction design.

The telescopic pipe for oil inlet and the pipe for oiloutlet are mounted on the guide shoes.

Scavenge Air System

The air intake to the turbocharger takes placedirectly from the engine room through the turbo-charger intake silencer. From the turbocharger,the air is led via the charging air pipe, air coolerand scavenge air receiver to the scavenge portsof the cylinder liners, see Chapter 4.

Scavenge Air Cooler

For each turbocharger is tted a scavenge aircooler of the mono block type designed for sea-water cooling at up to .0 .5 bar working pres-sure, alternatively, a central cooling system canbe chosen with freshwater of maximum 4.5 barworking pressure.

The scavenge air cooler is so designed that thedifference between the scavenge air temperatureand the water inlet temperature at speci ed MCRcan be kept at about C.

Auxiliary BlowerThe engine is provided with electrically drivenscavenge air blowers. The suction side of theblowers is connected to the scavenge air spaceafter the air cooler.

Between the air cooler and the scavenge air re-ceiver, non return valves are tted which auto-matically close when the auxiliary blowers supplythe air.

The auxiliary blowers will start operating con-secutively before the engine is started in order toensure suf cient scavenge air pressure to obtaina safe start.

The auxiliary blower design will be of the new in-tegrated type.

Further information is given in Chapter 4.

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Exhaust Turbocharger

Three turbocharger makes are available for thenew ME-B engines, i.e. MAN, ABB and Mitsubishi.

The position of the turbocharger is, as for theexisting engine, aft mounted, but will for the newME-B also be offered as exhaust side mounted.

The turbocharger choice is described in Chapter, and the exhaust gas system in Chapter 5.

Hydraulic Cylinder Unit

The hydraulic cylinder unit (HCU) consists of abase plate on which a distributor block is mount-ed. The distributor block is tted with one accu-mulator to ensure that the necessary hydraulic oilpeak ow is available for the Electronic Fuel Injec-tion.

The distributor block serves as a mechanical sup-port for the hydraulically activated fuel pressurebooster.

There is one Hydraulic Cylinder Unit per two cyl-

inders. The HCU is equipped with two pressureboosters, two ELFI valves and two Alpha Lubrica-tors. Thereby, one HCU is operating two cylinders.

The Hydraulic Power Supply

The Hydraulic Power Supply (HPS) is installed inthe front end of the engine. The HPS is electricallydriven and consists of two electric motors eachdriving a hydraulic pump.

The pressure for the hydraulic oil is 00 bar. Eachof the pumps has a capacity corresponding to min.55% of the engine power. In case of malfunction ofone of the pumps, it is still possible to operate theengine with 55% engine power correspondig to85% speed.

Fuel Oil Pressure Booster andFuel Oil High Pressure Pipes

The engine is provided with one hydraulically acti-vated fuel oil pressure booster for each cylinder.

Fuel injection is activated by a proportional valve,which is electronically controlled by the CylinderControl Unit.

Further information is given in Section 7.0 .

Fuel Valves, Starting Air Valveand Safety Valve

The cylinder cover is equipped with two fuelvalves, starting valve, and indicator cock.

The opening of the fuel valves is controlled bythe high pressure fuel oil created by the fuel oil

pressure booster, and the valves are closed by aspring.

An automatic vent slide allows circulation of fueloil through the valve and high pressure pipeswhen the engine is stopped. The vent slide alsoprevents the compression chamber from being

lled up with fuel oil in the event that the valvespindle sticks. Oil from the vent slide and otherdrains is led away in a closed system.

The fuel oil high pressure pipes are equipped with

protective hoses and are neither heated nor insu-lated.

The mechanically driven starting air distributor isthe same as the one used on the MC engines.

The starting air system is described in detail inSection .0 .

Engine control system

For a 6-cylinder engine, the engine control systemconsists of 4 MPCs (Multi Purpose Computer).

Exhaust Valve

The exhaust valve consists of the valve housingand the valve spindle. The valve housing is madeof cast iron and is arranged for water cooling. Thehousing is provided with a water cooled bottompiece of steel with a ame hardened seat.

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On S60ME-B, the exhaust valve spindle is eithera DuraSpindle or made of Nimonic. On ME-Bengines type 50 and smaller, DuraSpindle is thebasic execution and a spindle made of Nimonican option. The housing is provided with a spindleguide in any case.

The exhaust valve is tightened to the cylindercover with studs and nuts.

The exhaust valve is activated by a light camshaft(smaller shaft diameter and smaller size exhaustcam), driven by a chain drive placed in the aft endof the engine. The size of the chain is reduced

compared to the MC type.

To have common spare parts, the exhaust valveused for the ME-B is the same as the one used forthe MC. The exhaust valve is of the DuraSpindletype with a W-seat bottom piece.

In operation, the valve spindle slowly rotates, driv-en by the exhaust gas acting on small vanes xedto the spindle.

Indicator Cock

The engine is tted with an indicator cock towhich the PMI pressure transducer can be con-nected.

MAN Diesel Alpha Cylinder Lubricator

The electronically controlled Alpha cylinder lubri-cating oil system, used on the MC engines, is ap-plied to the ME-B engines.

The main advantages of the Alpha cylinder lubri-cating oil system, compared with the conventionalmechanical lubricator, are:

Improved injection timing Increased dosage exibility Constant injection pressure Improved oil distribution in the cylinder liner Possibility for prelubrication before starting.

More details about the cylinder lubrication systemcan be found in Chapter 9.

Gallery Arrangement

The engine is provided with gallery brackets,stanchions, railings and platforms (exclusive ofladders). The brackets are placed at such a heightas to provide the best possible overhauling andinspection conditions.

Some main pipes of the engine are suspendedfrom the gallery brackets, and the topmost galleryplatform on the manoeuvring side is provided withoverhauling holes for the pistons.

The engine is prepared for top bracings on the ex-

haust side, or on the manoeuvring side.

Piping Arrangements

The engine is delivered with piping arrangementsfor:

Fuel oil Heating of fuel oil pipes Lubricating oil, piston cooling oil and

hydraulic oil pipes Cylinder lubricating oil

Cooling water to scavenge air cooler Jacket and turbocharger cooling water Cleaning of turbocharger Fire extinguishing in scavenge air space Starting air Control air Oil mist detector Various drain pipes.

All piping arrangements are made of steel piping,except the control air and steam heating of fuelpipes, which are made of copper.

The pipes are provided with sockets for localinstruments, alarm and safety equipment and,furthermore, with a number of sockets for supple-mentary signal equipment. Chapter 8 deals withthe instrumentation.

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Engine Cross Section of MAN B&W S35ME-B

178 54 61-5.0

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Engine Layout and LoadDiagrams, SFOC

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MAN Diesel 198 38 33 8.4MAN B&W MC/MC C, ME-B, ME/ME GI engines

Engine Layout and Load Diagrams

Introduction

The effective power P of a diesel engine is pro-portional to the mean effective pressure p e andengine speed n, i.e. when using c as a constant:

P = c x p e x n

so, for constant mep, the power is proportional tothe speed:

P = c x n (for constant mep)

When running with a Fixed Pitch Propeller (FPP),the power may be expressed according to thepropeller law as:

P = c x n 3 (propeller law)

Thus, for the above examples, the power P maybe expressed as a power function of the speed nto the power of i, i.e.:

P = c x n i

Fig. 2.0 .0 shows the relationship for the linearfunctions, y = ax + b, using linear scales.

The power functions P = c x n i will be linear func-tions when using logarithmic scales:

log (P) = i x log (n) + log (c)

Fig. 2.01.01: Straight lines in linear scales

Fig. 2.01.02: Power function curves in logarithmic scales

Thus, propeller curves will be parallel to lines hav-ing the inclination i = 3, and lines with constantmep will be parallel to lines with the inclination i = .

Therefore, in the Layout Diagrams and Load Dia-grams for diesel engines, logarithmic scales areused, giving simple diagrams with straight lines.

Propulsion and Engine Running Points

Propeller curve

The relation between power and propeller speedfor a xed pitch propeller is as mentioned abovedescribed by means of the propeller law, i.e. thethird power curve:

P = c x n 3, in which:

P = engine power for propulsion

n = propeller speedc = constant

Propeller design point

Normally, estimates of the necessary propellerpower and speed are based on theoretical cal-culations for loaded ship, and often experimentaltank tests, both assuming optimum operatingconditions, i.e. a clean hull and good weather. Thecombination of speed and power obtained maybe called the ships propeller design point (PD),

178 05 40 3.0

178 05 40 3.1

y

2

00 2

b

a

y=ax+b

x

y=log(P)

i = 0

i =

i = 2

i = 3

P = n x ci

log (P) = i x log (n) + log (c)

x = log (n)

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MAN Diesel 198 38 33 8.4MAN B&W MC/MC C, ME-B, ME/ME GI engines

placed on the light running propeller curve 6. Seebelow gure. On the other hand, some shipyards,

and/or propeller manufacturers sometimes use apropeller design point (PD) that incorporates all orpart of the so called sea margin described below.

the so called sea margin, which is traditionallyabout 5% of the propeller design (PD) power.

Engine layout (heavy propeller)

When determining the necessary engine layoutspeed that considers the in uence of a heavy run-ning propeller for operating at high extra ship resis-tance, it is (compared to line 6) recommended tochoose a heavier propeller line 2. The propellercurve for clean hull and calm weather line 6 maythen be said to represent a light running (LR)propeller.

Compared to the heavy engine layout line 2, werecommend using a light running of 3.0 7.0% fordesign of the propeller.

Engine margin

Besides the sea margin, a so called engine mar-gin of some 0% or 5% is frequently added. Thecorresponding point is called the speci ed MCRfor propulsion (MP), and refers to the fact that thepower for point SP is 0% or 5% lower than forpoint MP.

Point MP is identical to the engines speci edMCR point (M) unless a main engine driven shaftgenerator is installed. In such a case, the extrapower demand of the shaft generator must alsobe considered.

Constant ship speed lines

The constant ship speed lines , are shown atthe very top of the gure. They indicate the powerrequired at various propeller speeds in order tokeep the same ship speed. It is assumed that, for

each ship speed, the optimum propeller diameteris used, taking into consideration the total propul-sion ef ciency. See de nition of in section 2.02.

Note:

Light/heavy running, fouling and sea margin areoverlapping terms. Light/heavy running of the

propeller refers to hull and propeller deterioration and heavy weather, whereas sea margin i.e. extra power to the propeller, refers to the in uence of the wind and the sea. However, the degree of light

running must be decided upon experience fromthe actual trade and hull design of the vessel.

Fig. 2.01.03: Ship propulsion running points and engine layout

Power, % af L00% = 0, 5

= 0,20= 0,25 = 0,30

L3

00%

L4

L2

Engine margin(SP=90% of MP)

Sea margin( 5% of PD)

Engine speed, % of L

L

MP

SP

PD

HR

LR2 6

PD

Line 2 Propulsion curve, fouled hull and heavy weather(heavy running), recommended for engine layout

Line 6 Propulsion curve, clean hull and calm weather (lightrunning), for propeller layout

MP Speci ed MCR for propulsionSP Continuous service rating for propulsionPD Propeller design pointHR Heavy runningLR Light running

Fouled hull

When the ship has sailed for some time, the hulland propeller become fouled and the hulls re-sistance will increase. Consequently, the shipsspeed will be reduced unless the engine deliversmore power to the propeller, i.e. the propeller willbe further loaded and will be heavy running (HR).

As modern vessels with a relatively high servicespeed are prepared with very smooth propellerand hull surfaces, the gradual fouling after seatrial will increase the hulls resistance and makethe propeller heavier running.

Sea margin and heavy weather

If, at the same time the weather is bad, with headwinds, the ships resistance may increase com-pared to operating in calm weather conditions.When determining the necessary engine power, itis normal practice to add an extra power margin,

178 05 41 5.3

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MAN Diesel 198 38 78 2.5MAN B&W MC/MC C, ME-B, ME/ME C/ME GI engines

Fig. 2.02.01: In uence of diameter and pitch on propeller design

Propeller diameter and pitch, infuence on the optimum propeller speed

In general, the larger the propeller diameter D,the lower is the optimum propeller speed and thekW required for a certain design draught and shipspeed, see curve D in the gure below.

The maximum possible propeller diameter de-pends on the given design draught of the ship,and the clearance needed between the propellerand the aft body hull and the keel.

The example shown in the gure is an 80,000 dwtcrude oil tanker with a design draught of 2.2 m

and a design speed of 4.5 knots.

When the optimum propeller diameter D is in-creased from 6.6 m to 7.2. m, the power demandis reduced from about 9,290 kW to 8,820 kW, andthe optimum propeller speed is reduced from 20r/min to 00 r/min, corresponding to the constantship speed coef cient = 0.28 (see de nition of in section 2.02, page 2).

Once an optimum propeller diameter of maximum7.2 m has been chosen, the corresponding op-timum pitch in this point is given for the designspeed of 4.5 knots, i.e. P/D = 0.70.

However, if the optimum propeller speed of 00r/min does not suit the preferred / selected mainengine speed, a change of pitch away from opti-mum will only cause a relatively small extra powerdemand, keeping the same maximum propellerdiameter:

going from 00 to 0 r/min (P/D = 0.62) requires8,900 kW i.e. an extra power demand of 80 kW.

going from 00 to 9 r/min (P/D = 0.8 ) requires8,900 kW i.e. an extra power demand of 80 kW.

In both cases the extra power demand is onlyof 0.9%, and the corresponding equal speedcurves are =+0. and = 0. , respectively, sothere is a certain interval of propeller speeds inwhich the power penalty is very limited.

178 47 03 2.0

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MAN Diesel 198 38 78 2.5MAN B&W MC/MC C, ME-B, ME/ME C/ME GI engines

Constant ship speed lines

The constant ship speed lines , are shown atthe very top of Fig. 2.02.02. These lines indicatethe power required at various propeller speeds tokeep the same ship speed provided that the op-timum propeller diameter with an optimum pitchdiameter ratio is used at any given speed, takinginto consideration the total propulsion ef ciency.

Normally, the following relation between neces-sary power and propeller speed can be assumed:

P 2 = P x (n 2 /n )

where:P = Propulsion powern = Propeller speed, and = the constant ship speed coef cient.

For any combination of power and speed, eachpoint on lines parallel to the ship speed lines givesthe same ship speed.

When such a constant ship speed line is drawninto the layout diagram through a speci ed pro-pulsion MCR point MP , selected in the layout

area and parallel to one of the lines, anotherspeci ed propulsion MCR point MP 2 upon thisline can be chosen to give the ship the samespeed for the new combination of engine powerand speed.

Fig. 2.02.02 shows an example of the requiredpower speed point MP , through which a constantship speed curve = 0.25 is drawn, obtainingpoint MP 2 with a lower engine power and a lowerengine speed but achieving the same ship speed.

Provided the optimum pitch/diameter ratio is usedfor a given propeller diameter the following dataapplies when changing the propeller diameter:

for general cargo, bulk carriers and tankers = 0.25 0.30

and for reefers and container vessels = 0. 5 0.25

When changing the propeller speed by changingthe pitch diameter ratio, the constant will be dif-ferent, see above.

Fig. 2.02.02: Layout diagram and constant ship speed lines

178 05 66 7.0

=0, 5=0,20

=0,25 =0,30Cons tan t s hip s p

eed lines

MP 2

MP=0,25

2

3

4

e p

0 0 %

9 5 %

9 0 %

8 5 % 8 0 %

7 5 %

7 0 %

Nominal propeller curve

75% 80% 85% 90% 95% 00% 05%

Engine speed

Power

0%

00%

90%

80%

70%

60%

50%

40%

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This section is not applicable

Layout Diagram Sizes

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MAN Diesel 198 52 75-3.3MAN B&W S40ME-B, S35ME-B

Engine Layout and Load Diagram

Engine Layout Diagram

An engines layout diagram is limited by two con-stant mean effective pressure (mep) lines L L3 and L 2 L4, and by two constant engine speedlines L L2 and L 3 L4. The L point refers to theengines nominal maximum continuous rating, seeFig. 2.04.0 .

Within the layout area there is full freedom to se-lect the engines speci ed MCR point M whichsuits the demand for propeller power and speed

for the ship.

On the horizontal axis the engine speed and onthe vertical axis the engine power are shown onpercentage scales. The scales are logarithmicwhich means that, in this diagram, power functioncurves like propeller curves (3rd power), constantmean effective pressure curves ( st power) andconstant ship speed curves (0. 5 to 0.30 power)are straight lines.

Speci ed maximum continuous rating (M)

Based on the propulsion and engine runningpoints, as previously found, the layout diagramof a relevant main engine may be drawn in. Thespeci ed MCR point (M) must be inside the limita-tion lines of the layout diagram; if it is not, the pro-peller speed will have to be changed or anothermain engine type must be chosen.

Continuous service rating (S)

The continuous service rating is the power atwhich the engine is normally assumed to operate,and point S is identical to the service propulsionpoint (SP) unless a main engine driven shaft gen-erator is installed.

Matching point (O) = speci ed MCR (M)

For practical reasons we have chosen to use thedesignation O for the matching point.

The engine matching point (O) for this engine hasto be equal to the speci ed MCR point M.

Overload running ( 0% of M) will still be possible.

As only the fuel injection (and not the exhaustvalve activation) is electronically controlled over a

wide operating range of the engine, the compres-sion ratio is nearly constant as for an MC engine.

The lowest speci c fuel oil consumption for theME-B engines is obtained at 80% of the matchingpoint (O) = M.

178 55 11-9.0

Fig. 2.04.01: Engine layout diagram

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A 00% reference pointM Speci ed MCRO Matching point

Fig. 2.04.02: Standard engine load diagram

Regarding i in the power function P = c x n i, see page 2.0

178 05 42 7.5

Engine Load Diagram

De nitions

The engines load diagram de nes the power andspeed limits for continuous as well as overloadoperation of an installed engine having a speci edMCR point M that con rms the ships speci cation.

The matching point O is placed on line and equalto point A of the load diagram with point Ms pow-er, i.e. the power of points O and M must be identi-cal, but the engine speeds can be different.

The matching point O is to be placed inside thelayout diagram. In fact, the speci ed MCR pointM can, in special cases, be placed outside thelayout diagram, but only by exceeding line L L2,and of course, only provided that the optimisingpoint O is located inside the layout diagram.

In most cases, the points M and A are identical.

The service points of the installed engine incorpo-rate the engine power required for ship propulsionand shaft generator, if installed.

Operating curves and limits for continuousoperation

The continuous service range is limited by fourlines: 4, 5, 7 and 3 (9), see Fig. 2.04.02. The pro-peller curves, line , 2 and 6 in the load diagramare also described below. Line 1:Propeller curve through speci ed MCR (M), en-gine layout curve (i = 3).

Line 2:Propeller curve, fouled hull and heavy weather heavy running (i = 3).

Line 3 and line 9:Line 3 represents the maximum acceptable speedfor continuous operation, i.e. 05% of A.

During trial conditions the maximum speed maybe extended to 07% of A, see line 9.

The above limits may in general be extended to05% and during trial conditions to 07% of the

nominal L speed of the engine, provided the tor-sional vibration conditions permit.

The overspeed set point is 09% of the speedin A, however, it may be moved to 09% of the

nominal speed in L , provided that torsional vibra-tion conditions permit.

Running at low load above 00% of the nominal L speed of the engine is, however, to be avoided forextended periods. Only plants with controllablepitch propellers can reach this light running area.

Line 4:Represents the limit at which an ample air supplyis available for combustion and imposes a limita-tion on the maximum combination of torque andspeed (i = 2).

Line 5:Represents the maximum mean effective pressurelevel (mep), which can be accepted for continuousoperation (i = ).

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Recommendation

Continuous operation without limitations is al-lowed only within the area limited by lines 4, 5,7 and 3 of the load diagram, except on low loadoperation for CP propeller plants mentioned in theprevious section.

The area between lines 4 and is available foroperation in shallow waters, heavy weather andduring acceleration, i.e. for non steady opera-tion without any strict time limitation. After some

time in operation, the ships hull and propellerwill be fouled, resulting in heavier running of thepropeller, i.e. the propeller curve will move to theleft from line 6 towards line 2, and extra power isrequired for propulsion in order to keep the shipsspeed.

In calm weather conditions, the extent of heavyrunning of the propeller will indicate the need forcleaning the hull and possibly polishing the pro-peller.

Once the speci ed MCR (and the matching point)have been chosen, the capacities of the auxiliaryequipment will be adapted to the speci ed MCR,and the turbocharger speci cation and the com-pression ratio will be selected.

If the speci ed MCR (and the matching point) is tobe increased later on, this may involve a changeof the pump and cooler capacities, change of thefuel valve nozzles, adjusting of the cylinder linercooling, as well as rematching of the turbochargeror even a change to a larger size of turbocharger.In some cases it can also require larger dimen-

sions of the piping systems.

It is therefore of utmost importance to consider,already at the project stage, if the speci cationshould be prepared for a later power increase.This is to be indicated in the Extent of Delivery.

Line 6:Propeller curve, clean hull and calm weather lightrunning, used for propeller layout/design (i = 3).

Line 7:Represents the maximum power for continuousoperation (i = 0).

Limits for overload operation

The overload service range is limited as follows:

Line 8:Represents the overload operation limitations.

The area between lines 4, 5, 7 and the heavydashed line 8 is available for overload running forlimited periods only ( hour per 2 hours).

Line 9:Speed limit at sea trial.

Limits for low load running

As the fuel injection is automatically controlledover the entire power range, the engine is able tooperate down to around 5% of the nominal L speed.

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Extended load diagram for ships operating in extreme heavy running conditions

When a ship with xed pitch propeller is operat-ing in normal sea service, it will in general beoperating in the hatched area around the designpropeller curve 6, as shown on the standard loaddiagram in Fig. 2.04.02.

Sometimes, when operating in heavy weather, thexed pitch propeller performance will be more

heavy running, i.e. for equal power absorption ofthe propeller, the propeller speed will be lowerand the propeller curve will move to the left.

As the low speed main engines are directly cou-pled to the propeller, the engine has to follow thepropeller performance, i.e. also in heavy runningpropeller situations. For this type of operation,there is normally enough margin in the load areabetween line 6 and the normal torque/speed limi-tation line 4, see Fig. 2.04.02. To the left of line 4in torque rich operation, the engine will lack airfrom the turbocharger to the combustion process,i.e. the heat load limits may be exceeded andbearing loads might also become too high.

For some special ships and operating conditions,it would be an advantage when occasionallyneeded to be able to operate the propeller/mainengine as much as possible to the left of line 6,but inside the torque/speed limit, line 4.

Such cases could be for:

ships sailing in areas with very heavy weather ships operating in ice ships with two xed pitch propellers/two main

engines, where one propeller/one engine is de-clutched for one or the other reason.

The increase of the operating speed range be-tween line 6 and line 4 of the standard load dia-gram, see Fig. 2.04.02, may be carried out asshown for the following engine Example with anextended load diagram for speed derated enginewith increased light running.

Extended load diagram for speed derated en-gines with increased light running

The maximum speed limit (line 3) of the engines is05% of the SMCR (Speci ed Maximum Continu-

ous Rating) speed, as shown in Fig. 2.04.02.

However, for speed and, thereby, power deratedengines it is possible to extend the maximumspeed limit to 05% of the engines nominal MCRspeed, line 3, but only provided that the torsionalvibration conditions permit this. Thus, the shaft-

ing, with regard to torsional vibrations, has to beapproved by the classi cation society in question,based on the extended maximum speed limit.

When choosing an increased light running to beused for the design of the propeller, the load dia-gram area may be extended from line 3 to line 3,as shown in Fig. 2.04.03, and the propeller/mainengine operating curve 6 may have a correspond-ingly increased heavy running margin before ex-ceeding the torque/speed limit, line 4.

A corresponding slight reduction of the propel-ler ef ciency may be the result, due to the higherpropeller design speed used.

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Examples of the use of the Load Diagram

In the following are some examples illustrating theexibility of the layout and load diagrams.

Example shows how to place the load diagramfor an engine without shaft generator coupled toa xed pitch propeller.

Example 2 are diagrams for the same con gura-tion, but choosing a matching point on the leftof the heavy running propeller curve (2) provid-ing an extra engine margin for heavy runningsimilar to the case in Fig. 2.04.03.

Example 3 shows the same layout for an enginewith xed pitch propeller (example ), but with ashaft generator.

Example 4 is a special case of example 3, wherethe speci ed MCR is placed near the top of thelayout diagram.In this case the shaft generator is cut off,and the GenSets used when the engine runsat speci ed MCR. This makes it possible tochoose a smaller engine with a lower power out-put.

Example 5 shows diagrams for an enginecoupled to a controllable pitch propeller, with orwithout a shaft generator.

For a speci c project, the layout diagram for actu-al project shown later in this chapter may be usedfor construction of the actual load diagram.

Line : Propeller curve through optimising (O) layout curvefor engine

Line 2: Heavy propeller curve fouled hull and heavy seas

Line 3: Speed limitLine 3: Extended speed limit , provided torsional vibration

conditions permitLine 4: Torque/speed limitLine 5: Mean effective pressure limitLine 6: Increased light running propeller curve

clean hull and calm weather layout curve for propeller

Line 7: Power limit for continuous running

178 52 25 6.0

Fig. 2.04.03: Extended load diagram for speed deratedengine with increased light running

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Example 1:Normal running conditions. Engine coupled to xed pitch propeller (FPP) and without shaft generator

M Speci ed MCR of engineS Continuous service rating of engineO Matching point of engine

A Reference point of load diagramMP Speci ed MCR for propulsionSP Continuous service rating of propulsion

Point A of load diagram is found:Line Propeller curve through matching point (O)

is equal to line 2Line 7 Constant power line through speci ed MCR (M)Point A Intersection between line and 7

Example 1, Layout diagram for normal running conditions,engine with FPP, without shaft generator

Example 1, Load diagram for normal running conditions,engine with FPP, without shaft generator

178 05 44 0.8

For ME-B engines, the matching point O and itspropeller curve will normally be selected on theengine service curve 2.

Point A is then found at the intersection between

propeller curve (2) and the constant power curvethrough M, line 7. In this case point A is equal topoint M.

Once point A has been found in the layout dia-gram, the load diagram can be drawn, as shownin the gure, and hence the actual load limitationlines of the diesel engine may be found by usingthe inclinations from the construction lines and

the % gures stated.

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Example 2:Special running conditions. Engine coupled to xed pitch propeller (FPP) and without shaft generator


A Reference point of load diagramMP Speci ed MCR for propulsionSP Continuous service rating of propulsion


is equal to line 2Line 7 Constant power line through speci ed MCR (M)Point A Intersection between line and 7

Example 2, Layout diagram for special runningconditions, engine with FPP, without shaft generator

Example 2, Load diagram for special running conditions,engine with FPP, without shaft generator

178 05 46 4.8

In this case, the matching point O has been se-lected more to the left than in example , provid-ing an extra engine margin for heavy running op-eration in heavy weather conditions. In principle,the light running margin has been increased for

this case.

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Example 3:Normal running conditions. Engine coupled to xed pitch propeller (FPP) and with shaft generator


A Reference point of load diagramMP Speci ed MCR for propulsionSP Continuous service rating of propulsionSG Shaft generator power

Point A of load diagram is found:Line Propeller curve through matching point (O)Line 7 Constant power line through speci ed MCR (M)Point A Intersection between line and 7

Example 3, Layout diagram for normal running conditions,engine with FPP and with shaft generator

Example 3, Load diagram for normal running conditions,engine with FPP and with shaft generator

178 05 48 8.8

In example 3 a shaft generator (SG) is installed,and therefore the service power of the engine alsohas to incorporate the extra shaft power required

for the shaft generators electrical power produc-tion.

In the gure, the engine service curve shown forheavy running incorporates this extra power.

The matching point O = A = M will be chosen onthis curve, as shown.

Point A is then found in the same way as in ex-ample and the load diagram can be drawn asshown in the gure.

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Example 4:Special running conditions. Engine coupled to xed pitch propeller (FPP) and with shaft generator


A Reference point of load diagramMP Speci ed MCR for propulsionSP Continuous service rating of propulsionSG Shaft generator


or point SPoint A Intersection between line and line L L3Point M Located on constant power line 7

through point A and with MPs speed.

Example 4. Layout diagram for special running conditions,engine with FPP and with shaft generator

Example 4. Load diagram for special running conditions,engine with FPP and with shaft generator

178 06 35 1.8

Also for this special case in example 4, a shaftgenerator is installed but, compared to example 3,this case has a speci ed MCR for propulsion, MP,

placed at the top of the layout diagram.

This involves that the intended speci ed MCR ofthe engine M will be placed outside the top of thelayout diagram.

One solution could be to choose a larger dieselengine with an extra cylinder, but another andcheaper solution is to reduce the electrical powerproduction of the shaft generator when running inthe upper propulsion power range.

In choosing the latter solution, the required speci-ed MCR power can be reduced from point M to

point M as shown. Therefore, when running in the

upper propulsion power range, a diesel generatorhas to take over all or part of the electrical powerproduction.

However, such a situation will seldom occur, asships are rather infrequently running in the upperpropulsion power range.

Point A, having the highest possible power, is thenfound at the intersection of line L L3 with line

and the corresponding load diagram is drawn.Point M is found on line 7 at MPs speed.

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Example 5:Engine coupled to controllable pitch propeller (CPP) with or without shaft generator

M Speci ed MCR of engineO Matching point of engine

A Reference point of load diagramS Continous service rating of engine

178 39 31 4.4

Example 5: Engine with Controllable Pitch Propeller (CPP), with or without shaft generator

Layout diagram without shaft generatorIf a controllable pitch propeller (CPP) is applied,the combinator curve (of the propeller) will nor-mally be selected for loaded ship including seamargin.

The combinator curve may for a given propellerspeed have a given propeller pitch, and this maybe heavy running in heavy weather like for a xedpitch propeller.

Therefore it is recommended to use a light run-ning combinator curve (the dotted curve whichincludes the sea power margin) as shown in the

gure to obtain an increased operation margin ofthe diesel engine in heavy weather to the limit indi-cated by curves 4 and 5.

Layout diagram with shaft generatorThe hatched area shows the recommended speedrange between 00% and 96.7% of the speci edMCR speed for an engine with shaft generatorrunning at constant speed.

The service point S can be located at any pointwithin the hatched area.

The procedure shown in examples 3 and 4 forengines with FPP can also be applied here for en-

gines with CPP running with a combinator curve.

The matching point OO may, as earlier described, be chosen equal topoint A = M.

Load diagramTherefore, when the engines speci ed MCR point(M) has been chosen including engine margin,sea margin and the power for a shaft generator, ifinstalled, point M may be used as point A of theload diagram, which can then be drawn.

The position of the combinator curve ensures themaximum load range within the permitted speedrange for engine operation, and it still leaves areasonable margin to the limit indicated by curves4 and 5.

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MAN B&W 2.05Page of

MAN Diesel 198 41 59-8.2MAN B&W S90MC-C/ME-C8, K90MC/ME-C6, S80ME-C9, S80MC-C/ME-C8,K80MC-C/ME-C6, S70MC-C/ME-C/ME-GI8, S65ME-C/ME-GI8,S60MC-C/ME-C/ME-GI8, L60MC-C/ME-C7/8, S50MC-C/ME-C8,S50ME-B8/9, S46MC-C8, S42/35MC7, S35/40ME-B9, L35/S26MC6

Fig. 2.05.01: Construction of layout diagram

Diagram for actual project

This gure contains a layout diagram that canbe used for constructing the load diagram for anactual project, using the % gures stated and theinclinations of the lines.

178 06 37-5.3

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MAN Diesel 198 53 10-1.0


Specifc Fuel Oil Consumption, ME versus MC engines

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MAN Diesel 198 53 11-3.0


SFOC for High Ef ciency/Conventional Turbochargers

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MAN Diesel 198 68 15-2.0MAN B&W ME/ME-C/ME-GI/ME-B enginesK98MC/MC-C6/7, S90MC-C7/8, K90MC-C6, S80MC6,S80MC-C7/8, K80MC-C6, S70MC6, S60MC6, S50MC6,S46MC-C6/7, S42MC7, S35MC7, L35MC6, S26MC6

Withp max

adjusted

Withoutp max

adjusted

ParameterCondition

changeSFOC

changeSFOC

changeScav. air coolanttemperature

per 0 C rise + 0.60% + 0.4 %

Blower inlet tem-perature

per 0 C rise + 0.20% + 0.7 %

Blower inletpressure

per 0 mbarrise 0.02% 0.05%

Fuel oil lowercalori c value

rise %(42,700 kJ/kg)

.00% .00%

SFOC reference conditions and guarantee

SFOC guarantee

The SFOC guarantee refers to the above ISOreference conditions and lower calori c value. Itis guaranteed for the power speed combinationin the matching point (O) and the engine runningFuel economy mode in compliance with IMO NO x emission limitations.

The SFOC guarantee is given with a toleranceof 5%

Recommended cooling water temperatureduring normal operation

In general, it is recommended to operate the mainengine with the lowest possible cooling watertemperature to the air coolers, as this will reducethe fuel consumption of the engine, i.e. the engineperformance will be improved.

However, shipyards often specify a constant(maximum) central cooling water temperatureof 36 C, not only for tropical ambient tempera-ture conditions, but also for lower ambient tem-perature conditions. The purpose is probably toreduce the electric power consumption of thecooling water pumps and/or to reduce water con-densation in the air coolers.

Thus, when operating with 36 C cooling waterinstead of for example 0 C (to the air coolers),the speci c fuel oil consumption will increase byapprox. 2 g/kWh.

SFOC at reference conditions

The SFOC is given in g/kWh based on thereference ambient conditions stated in ISO3046:2002(E) and ISO 5550:2002(E):

,000 mbar ambient air pressure25 C ambient air temperature25 C scavenge air coolant temperature

and is related to a fuel oil with a lower calori cvalue of 42,700 kJ/kg (~ 0,200 kcal/kg).

Any discrepancies between g/kWh and g/BHPhare due to the rounding of numbers for the latter.

For lower calori c values and for ambient condi-tions that are different from the ISO referenceconditions, the SFOC will be adjusted accordingto the conversion factors in the table below.

With for instance C increase of the scavengeair coolant temperature, a corresponding C in-crease of the scavenge air temperature will occur

and involves an SFOC increase of 0.06% if p max isadjusted to the same value.

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MAN B&W 2.08Page of

MAN DieselMAN B&W S40ME-B9, S35ME-B9 198 52 83-6.1

Examples of graphic calculation of SFOC

The following diagrams a, b and c, valid for xedpitch propeller (b) and constant speed (c), respec-tively, show the reduction of SFOC in g/kWh, rela-tive to the SFOC for the nominal MCR L 1 rating.

The solid lines are valid at 100, 80 and 50% of thematching point (O).

Point O is drawn into the above mentioned Dia-grams b or c. A straight line along the constantmep curves (parallel to L 1 L3 ) is drawn throughpoint O. The intersections of this line and the

curves indicate the reduction in speci c fuel oilconsumption at 100, 80 and 50% of the matchingpoint, related to the SFOC stated for the nominalMCR L 1 rating.

An example of the calculated SFOC curves areshown in Diagram a, and is valid for an enginewith xed pitch propeller, see Fig. .10.01.

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SFOC calculations

198 53 32-8.0

2.09

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SFOC Calculations, Example

198 58 91-1.0

2.10

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Fig. 2.10.02: SFOC for engine with xed pitch propeller

Example of Matching Point

178 55 03-6.0

Diagram b

5 0 % m a t c h i n

g

p o i n t

R e d u c t i o n o

f S F O C i n g

/ k W h r e l a t i v

e t o t h e n o m

i n a l i n L 1

0

1 0 0 %

9 0 % 8 5 % 8 0 %

m e p

- 1 - 2 - 3 - 4 - 3 - 4

- 5 - 6 - 7 - 8

0 - 1 - 2 - 3 -

4 - 5 8 0 % m a t c h i n

g

p o i n t

1 0 0 % m a t c

h i n g

p o i n t

9 5 %

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MAN B&W 2.11Page of

MAN DieselMAN B&W ME/ME-C/ME-GI/ME-B engines 198 38 43-4.4

Fuel Consumption at an Arbitrary Load

Once the matching point (O) of the engine hasbeen chosen, the speci c fuel oil consumption atan arbitrary point S , S 2 or S 3 can be estimatedbased on the SFOC at point and 2.

These SFOC values can be calculated by usingthe graphs for the relevant engine type for thepropeller curve I and for the constant speed curveII, giving the SFOC at points and 2, respectively.

Next the SFOC for point S can be calculated asan interpolation between the SFOC in points

and 2, and for point S 3 as an extrapolation.

The SFOC curve through points S 2, on the leftof point , is symmetrical about point , i.e. atspeeds lower than that of point , the SFOC willalso increase.

The above mentioned method provides only anapproximate value. A more precise indication ofthe expected SFOC at any load can be calculatedby using our computer program. This is a servicewhich is available to our customers on request.

Fig. 2.11.01: SFOC at an arbitrary load

198 95 96 2.2

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MAN B&W 2.12Page of

MAN DieselMAN B&W MC/MC-C/ME/ME-B/ME C/ME GI engines 198 38 44 6.5

Emission Control

IMO NO x Emission Limits

All ME, ME-B, ME-C and ME-GI engines are, asstandard, delivered in compliance with the IMOspeed dependent NO x limit, measured accord-ing to ISO 8 78 Test Cycles E2/E3 for Heavy DutyDiesel Engines.

NO x Reduction MethodsThe NO x content in the exhaust gas can be re-duced with primary and/or secondary reduction

methods.

The primary methods affect the combustion pro-cess directly by reducing the maximum combus-tion temperature, whereas the secondary me-thods are means of reducing the emission levelwithout changing the engine performance, usingexternal equipment.

0 30% NO x ReductionThe ME engines can be delivered with several opera-

tion modes: 4 06 062, 4 06 063, 4 06 064,4 06 065, 4 06 066.

These operation modes may include a Low NO x mode for operation in, for instance, areas withrestriction in NO x emission.

For further information on engine operationmodes, see Extend of Delivery.

30 50% NO x ReductionWater emulsi cation of the heavy fuel oil is a wellproven primary method. The type of homogeni-zer is either ultrasonic or mechanical, using waterfrom the freshwater generator and the water mistcatcher. The pressure of the homogenised fuelhas to be increased to prevent the formation ofthe steam and cavitation. It may be necessary tomodify some of the engine components such asthe fuel oil pressure booster, fuel injection valvesand the engine control system.

Up to 95 98% NO x ReductionThis reduction can be achieved by means ofsecondary methods, such as the SCR (Selec-tive Catalytic Reduction), which involves anafter treatment of the exhaust gas, see Section3.02.

Plants designed according to this method havebeen in service since 990 on four vessels, usingHaldor Topse catalysts and ammonia as the re-ducing agent, urea can also be used.

The compact SCR unit can be located separatelyin the engine room or horizontally on top of theengine. The compact SCR reactor is mountedbefore the turbocharger(s) in order to have theoptimum working temperature for the catalyst.However attention have to be given to the type ofHFO to be used.

For further information about the pollutants of theexhaust gas see our publications:

Exhaust Gas Emission Control Today and Tomorrow

The publication is available at www.mandiesel.comunder Quicklinks Technical Papers

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